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Pullman Car Services - Archive
Pullman & CIWL
News
“The Quality of Service is Remembered Long After The Price is Forgotten”
October, November & December 2012
Edition No.09.
Pullman & La Compagnie Internationale des Wagons-Lits et des Grand Express Européens News
Edition No.09 - October, November & December 2012 Page 1 of 58
Cover Photograph - ©Chicago Historical Society.
A photograph of George Mortimer Pullman taken in 1891 at the age of 60.
On October 19th 1897 (115 Years Ago) George Mortimer Pullman at the age of 66 suffers a fatal heart attack.
His funeral and internment took place on October 24th at Chicago’s Graceland Cemetery
From The Coupé.
Welcome aboard edition number edition nine of your bi-monthly Pullman & CIWL Newsletter.
We have now been travelling together for over a year and building on the success of the first year of
publication, I must take this opportunity to thank those readers who have contributed articles and images for
this and the previous eight editions.
As ever I remain dependent on readers contributing news, articles and images in the form of all aspects of
Pullman and CIWL operations both past, present, future and of course aspects of both within the model
railway interests.
All I ask of you for the time I spend in production is for you to forward on, either by E-mail or printing a copy,
to any one you may know who will also be interested in reading about matters Pullman & CIWL.
Changing your Email address, or wish to be removed from the mailing list, please send an Email to the
[email protected] with your request, it’s as simple as that.
In the past some readers have failed to receive their copies as published for one reason or another, I do get
bounce backs advising that an e-mail address no longer exists or the mail box full.
In the event by the second Monday of each publication month (January, March, May, July, September and
November) your copy fails to arrive, please Email the editorial address and I will forward to you the missing
edition.
The views and articles within this publication are not necessarily those of the editor.
Editors Acknowledgement.
My thanks to the following readers for their continued support by the way of either articles and or images.
Without you contributions this edition would not have been published: Chicago Historical Society, NRM York, K.Stoud, C.Long, SE&CR Society, R.Greaves, CMRC, S.Kohler, G.Child,
T.Knox, R.Barber, J.Mair, J W Armstrong, C.Hanley, M.Stollery, N.Marshall, S.Hartshorne, 5BEL Trust,
P.O’Conner, O.Dukstra, J.Geilen, Len de Vries, R J E Bayliff, R.Goodrum, P.Hammond, N.Marshall, A.Ford,
R.Salmon, S.Jeffs.
My thanks to the following Publications: Modern Railway, The Mail on Sunday, RCTS Railway Observer & The Railway Magazine.
“Information is for sharing - not gathering dust”
Pullman Car History.
Pullman Name:
Type of Car:
Into Service:
Original Builder:
Rebuild:
Pre 1960 Schedule No:
Post 1960 Schedule No:
Tare:
Seats:
Bogies:
Length:
Width:
DOLPHIN.
Parlour First Class.
June 1920.
1891 - Gilbert Car Manufacturing Company of Troy, U.S.A.
1892 - February South Eastern Railway at Ashford (Seating 25 First Class).
Allocated the identity of CAR No.35.
1896 - South Eastern Railway at Ashford. Retaining the identity of CAR No.35
and retained First Class status.
1920 - Pullman Car Company Works at 1Preston Park, Brighton.
Pantry and Coupé fitted and classed as Pullman Type “C” Car.
Allocated the identity of car DOLPHIN.
88.
100.
40t.
20.
2 x 8 wheels.
51’ 31/2in. } Due to loading gauge restrictions between Hastings and
8’ 43/4in. } Tunbridge Wells.
1
The long term lease by the Pullman Company of the ex LB&SCR paint shop at Preston Park did not
commence until 1928.
Earlier publications refer to the car being rebuilt at the Pullman workshops at Longhedge, London.
It is possible that the car was partially rebuilt at both the LB&SCR main workshops at Brighton and the
Pullman workshops at Longhedge, but the controversy re the place of rebuild in 1920 remains unsolved.
The car was originally built by the Gilbert Car Company in 1891 and shipped over in sections for assembly
which was completed by February 1892 by at the South Eastern Railway’s Ashford works, and making their
first appearance on March 2nd 1892, from Charing Cross to Hastings on what became known as the ‘Hastings
Car Train’. Historically, there is no evidence that, apart from the publicity train of March 2 nd that the cars ever
ran as one train to Hastings until after 1896. In fact there is evidence they ran singly and in pairs from CX to
Dover as well as CX to Hastings.
©NRM.
Interior of CAR No.35 interior photograph following the 1896 rebuild by the SER.
©NRM.
CAR No.35 exterior photograph following the 1896 rebuild by the SER.
In 1896 the car was rebuilt, and the accumulators which had formerly lit the cars electrically, being recharged
at Charing Cross, were replaced by the Stone system of electric lighting with dynamos under the cars.
The rebuilding included alterations to windows, enclosing of the vestibules and fitted with two lavatories.
The car re-entered service on December 1st 1896.
Remaining in service until the outbreak of World War One in 1914.
©NRM.
A Class D No.145 heads the train through Hither Green on May 7 th 1910.
1919/1920.
Sold by the SE&CR to the Pullman Car Company.
1920 March to Early June.
Commence operational traffic for the Pullman Car Company as Car
DOLPHIN.
After 1920 the cars ran, probably in pairs, on the Hastings branch. In the journals of A Earle Edwards notes
are made of specific journeys in 1922/23.
1930 June 1st.
Condemned.
1930 September 30th.
Written Off.
Became a dwelling at Selsey, Sussex.
©Kevin Stroud.
DOLPHIN - June 2009.
©The Mail on Sunday - Russell Sach.
As featured in ‘The Mail on Sunday’ newspaper on May 28 th 2006.
Julian & Kim Aubanel the owners of DOLPHIN at Selsey at that time.
Julian and Kim purchased DOLPHIN in 2001 at a reported £150,000. In the period 2001 to 2006 they spent a
further £100,000 on restoring the car internally and externally.
©The Mail on Sunday - Russell Sach.
As featured in ‘The Mail on Sunday’ newspaper on May 28 th 2006.
The Dining Room.
2006 May
Advertised for sale at £450,000.
Information Sources: K.Stroud.
The Mail on Sunday.
1
C.Long.
1
A Car Called Constance - SE&CR Society & HMRS 2007 - ISBN978 0 902835 23 8
Pullman in Europe - G.Behrend 1962 - ISBN Not registered.
Pullman Car Services - Archive.
'A Car Called Constance'
This is still available from the SE&CR & HMR Society priced at £4.50 +UK p&p @ £1.10.
For further details contact [email protected]
Pullman & CIWL News - Passengers Reservations List.
324 x World First Class Passengers.
3 x Web Sites - Passenger Numbers Unknown.
Welcome aboard to the following joining passengers: G.Stone, R.Kinsella, W.S.May, M.Liddle, A.Webb, G.K.Self,
D.Poynter, M.Easey, A.Brant, B.Field, J.Hanrott, R.Whittle,
B.Thomas, M.Arscott, G.Glyn, G.Steele, T.Stanford, M.D.Tell,
R.Parker, T.Haynes, C.Jackson, L.Wareham, E.Clarke, Search Engine NRM York.
FREE INTERNET NEWSLETTERS, MAGAZINES & WEB SITES.
Bringing Back The Brighton Belle.
The wonderful Brighton Belle, the only electric all-Pullman train in the world, succeeded the steam service
between London and Brighton in 1933 and became the world's first electric inter-city train. A much loved
railway icon, the three five-car train sets were withdrawn by BR in 1972. Now we have a wonderful idea - an
amazing feat of restoration, to bring together a complete train set and return the Belle to the mainline! To
follow progress with the restoration and help.
http://www.brightonbelle.com
BritPull.
Pullmans in Britain. An opportunity to discuss all aspects of Pullman vehicles and their workings in Britain.
http://finance.groups.yahoo.com/group/BritPull/
Blue Pullman.
A group for anyone interested in the British Rail Blue Pullman sets which operated between London and
Manchester / Birmingham / South Wales.
http://finance.groups.yahoo.com/group/blue_pullman/
Pullman Company Researchers.
A friendly discussion group for anyone with a genealogical or historical interest in the Pullman Company and
their ancestors who were associated with it. Includes Pullman Company, Pullman Car Works, Pullman Palace
Car Company, Pullman porters etc. and the town of Pullman near Chicago built for Pullman employees.
http://finance.groups.yahoo.com/group/PullmanCompanyResearchers/
Mre Mag.
Model Railway Express - Britain's leading FREE online magazine for railway modelers with thrice weekly news
and readers' discussion. Also, model and book reviews, classified ads, etc. Over 1,000 readers and published
every Monday, Wednesday & Friday by Pat Hammond.
Visit www.mremag.com for further detail and information.
Raildate.
The weekly newsletter produced and also published by Howard Sprenger every Friday covering general
railway subjects with links to sites for further information visit: http://groups.yahoo.com/group/RAILDATE/
Where you can sign up to access the weekly newsletter.
Coupé News, Coupé News Special Editions and Pullman & CIWL News Past Editions.
You can access all past editions by visiting: http://www.semgonline.com/coach/coupe/index.html
AN IMPOSTER.
©R.Greaves.
CAR No.352 Masquerading as AMETHYST on August 3rd within the Scarborough Express.
(Apologies for the quality of the above photograph, but it was not a planned photograph).
To clarify the identities presented by the current masquerading: Schedule No.352. CAR No.352 - Parlour Second Car - Seating 42.
Current owner West Coast Railway Company, Carnforth.
Schedule No.325. AMETHYST - Parlour First Car - Seating 24 on refurbishment increased to 29.
Currently located on the Mid Hants Railway (Awaiting restoration).
The Brighton Belle and Southern Electric Pullmans.
Profile No.4.
Published under the auspices of Noodle Books, 2012.
In this fourth profile of British-built Pullman cars, we look at a new type of vehicle, designed specifically for
the ‘Central’ section of the Southern Railway, that was longer, loftier and wider than hitherto known - the
four variant versions of the all-steel ‘Southern Electric’ type. As refined and up-to-date successors to the
rolling stock broadly outlined in Profiles 1, 2 and 3, these strikingly attractive and stylish Pullman cars
promoted ground-breaking technology, contemporary 1930s interior appointments, and benefited from
advanced monocoque construction which encompassed the latest developments in metallurgy.
Throughout this profile we focus on numerous notable highlights and special occasions surrounding this
celebrated train, contrasting with the bleak years of World War II, followed by post-war optimism and
revival; all of which are fully supported by reliable primary and secondary sources.
Beyond the polished veneers and old-world charm, intriguing facets of the ‘Brighton Belle’ were surfacing
even before the March 1971 announcement of its controversial and lamented retirement, which are
habitually and indulgently disregarded it seems in any serious review to this day.
Calling for special attention and close scrutiny of surviving sources, we look at some of the well-attested
references to the execrable lively riding qualities and protracted short-term remedies; the post-war safety
record; the mid-1950s proposal to convert all the ‘Belle’ and composite cars to long-distance steam stock;
the relatively high and often detested supplementary fares (with no reductions for children), and the
ramifications of the perpetually exaggerated and turgid accounts of significant food wastage which resulted
in the so-called ‘Kipper revolt’.
Of course the electric ‘Belle’ didn't start out that way, and when first conceived as a planned replacement for
the well-respected steam-hauled service of vintage rolling stock and variable amenities, there was every
expectation that it would represent the very best chance for the Pullman Car Company and Southern Railway
to show off what was perceived to be the principal and finest train of the new Brighton electrification, when
passenger services commenced on New Year’s day 1933.
This book is a celebration of this beautiful train, presented on quality art paper and includes detailed
technical drawings, original schematics and many builder’s photographs not previously seen before in any
publication, together with a large collection of ephemera and data sourced from world-wide collections.
Publication date is scheduled for November/December 2012.
©PCS-A.
5Bel Unit No.3052 - PR Image of the unit in the new Corporate livery - December 19th 1968.
BR SR PR&P Dept - No.2371-1.
MODEL RAILWAY NEWS.
The Cleveland Model Railway Club - 2012 Exhibition.
Saturday August 4th & Sunday August 5th.
©T.Bye
The 5BEL Trust Information Stand.
My thanks to the Following people for making the weekend most memorable, Simon Kohler of Hornby the
Committee and Members of the CMRC. A great weekend, for a Southern based project and I admit to being
taken aback by the amount of interest in the North East with regard to the project.
LOOK BACK AT PULLMAN.
1877 - 135 Years Ago.
October 10th.
Pullman cars ALEXANDRA(II) and ALBERT EDWARD.
Both cars sent on completion at the P.C.Co, Derby to the London Brighton & South
Coast Railway.
(Information Source PCS-A).
November 11th.
The P.P.C.Co, close the Derby workshop at Derby and dispense with their workforce.
The Foreman and Works Manager return to the United States of America.
All spares and fittings sold to the Midland Railway.
November.
Pullman car GLOBE completed, but held in reserve at Derby.
1897 - 115 Years Ago.
October 19th.
George Mortimer Pullman at the age of 66 suffers a fatal heart attack.
October 24th.
George Mortimer Pullman funeral and interred at Chicago’s Graceland Cemetery
1932 - 80 Years Ago.
November 1st.
Trial running commences of 3rd rail electric units on the London Brighton line in
advance of services commencing on January 1st 1933.
(Information Source Railway Magazine December 1932).
October.
Noted at Hassoocks in store a great number of Pullman cars removed from 6 PUL
units.
(Information Source Railway Observer December 1942).
October 5th & 19th.
RCTS ‘All Pullman’ Brighton Works Centenary Specials. London Victoria to Brighton
and return.
The tour on the 5th was hauled by Class H 4-4-2 No.32424 ‘Beachy Head’.
The tour on the 19th was hauled by Class H 4-4-2 No.32425 ‘Trevose Head’.
For both tours the following Pullman cars were allocated.
CAR No.99, 61,98,17,35,31,60 & 208
(Information Source RCTS).
November 4th.
Special train for delegates to the European Goods Timetable Conference.
London Waterloo to Bournemouth, the train formation includes Pullman cars
MONTANA, TOPAZ, SAPPHO, DAPHNE, ROSEMARY, FLORA and one other car.
(Information Source G.Child).
November 21st.
‘Royal Train Working’. Working London Waterloo to Gosport.
Hauled by Bulleid West Country Pacific 4-6-2 No.34011 ‘ Sidmouth’ hauling Pullman
cars ISLE OF THANET, ARIES, PHOENIX, ORION & MINERVA.
The route taken being Waterloo via Eastleigh, Fareham to Gosport.
(Information Source G.Child).
Ex-Southern Railway Bogie PMV No.S2464S painted into Pullman livery and stored.
(Information Source Modern Railway October 1963).
October.
The British Transport Commission who own £1,285,000 ordinary capital of the
Pullman Car Company Limited. Make an offer for the £386,000 of 41/2 per cent
Preference Shares of the Pullman Car Company Limited.
Due to the termination of the main arrangement between British Railways and the
Pullman Car Company Limited.
October 3rd.
Ex-Golden Arrow cars relocated from Stewarts Lane to Lovers Walk sidings at
Brighton
(Information Source Railway Magazine December 1972).
October 14th.
Ex-Brighton Belle CAR No.88 moved from Norwood to Clacton.
The Eastern Region of British Railways Pacific Class Locomotive Pullman Workings - Tommy Knox.
My thanks to Tommy Knox for the following information on the East Coast Main Line.
Within the text reference is made to ‘Down’ and ‘Up’ workings. These relate thus, an ‘Up’ working is a
service to London Kings Cross, and ‘Down’ working is a service working from Kings Cross.
I.e. All lines to any of London’s terminals are classified as the ‘UP Line’.
The Queen of Scots Pullman.
Oct/Nov 1952.
52.10.18
52.11.28
60126 58 Dn Queen of Scots from Newcastle – Edinburgh.
60009 131 Up Queen of Scots from Edinburgh – Newcastle.
Oct/Nov 1962.
62.10.05
62.10.05
62.10.08
62.10.09
62.10.09
62.10.10
62.11.07
62.11.12
62.11.13
62.11.23
62.11.27
62.11.27
62.11.27
62.11.28
62.11.29
62.11.29
60008 1E14 Up Queen of Scots from Newcastle – Leeds.
60527 1E14 Up Queen of Scots from Edinburgh - Newcastle / KX - Aberdeen fish empties
from Newcastle.
60085 1E14 Up Queen of Scots from Edinburgh – Newcastle.
60032 1S57 Dn Queen of Scots from Kings Cross - Leeds.
60145 1E14 Up Queen of Scots from Leeds - Kings Cross.
60007 1S57 Dn Queen of Scots from Kings Cross – Leeds.
60021 1E14 Up Queen of Scots from Leeds - Kings Cross.
60042 1S57 Dn Queen of Scots from Newcastle – Edinburgh.
60117 1S57 Dn Queen of Scots from Leeds – Newcastle.
60045 1E14 Up Queen of Scots from Newcastle – Leeds.
The Tees Tyne Pullman.
Oct/Nov 1952.
52.10.06
52.10.07
52.10.22
52.10.22
52.11.14
52.11.20
60034
60034
60002
60022
60033
60030
82 Dn Tees Tyne Pullman.
145 Up Tees Tyne Pullman diverted via Cambridge.
Oct/Nov 1962.
62.10.08
62.11.02
62.11.08
60025 1A15 Up Tees Tyne Pullman.
The Yorkshire Pullman.
Oct/Nov 1952.
52.10.07
52.10.11
52.10.18
60119 84 Dn Yorkshire Pullman.
60948 Hull portion of 19 Up Yorkshire Pullman 4on.
60114 noted on Yorkshire Pullman at Peterborough.
Oct/Nov 1962
62.10.04
60032 4E01 01.59 Millerhill - KX Gds to Egmanton T/O 1E08 Up Yorkshire Pullman DH D179
from Tuxford.
Note - by this time the train was usually Diesel hauled.
Harrogate Sunday Pullman
Oct/Nov 1952
52.11.16
60118 (Sun) Harrogate Sunday Pullman
Oct/Nov 1962
62.11.11
60122 1E14 Up Harrogate Sunday Pullman past Lincoln
Can you help Tommy.
I am putting on about 1,000 workings per month on to the database and it now stands at over 750,000
Pacific and V2 workings. I would be grateful if readers who were spotting in steam days could look through
their notebooks and if they find any information to contact me.
My email address is [email protected].
I am also happy to answer any reasonable enquiries if I can.
1876 Pullman Menu - Terence Mulligan.
George Pullman offered elaborate cold food and drinks to entertain politicians, railroad officials and the
press during promotional excursions aboard his first sleeping cars in 1866, to advertise the advent of his - he
hoped - nationwide sleeping car service. These were not proper dining cars. You published one such 1866 cold - excursion menu five years ago in Coupe News. That is the very first Pullman dining menu of any kind.
The next year, 1867, Pullman built and began to operate a small number of "hotel cars" which introduced
real dining service on USA trains, mainly, at first, from Chicago to the west. Besides sleeping
accommodations, hotel cars were built with a real kitchen with coal range and a chef to turn out hot, multicourse meals to the passengers waking and sleeping aboard the chef's car.
The year after that, 1868, Pullman built the very first full dining car, the "Delmonico," named after New York
City's most opulent restaurant of the time. This was the first restaurant on wheels, boasting several cooks, a
steward, numerous waiters. Hotel cars and dining cars were expensive to operate and for that reason didn't
catch on like a barrel over Niagara with railroad managements; though a thin stream of first class travellers
flocked to them.
©Terence Mulligan.
Dining cars were the wave of the future, as they could serve everyone on a train, not just a handful of
passengers, but hotel cars continued on the rails for at least fifteen years.
The images supplied are a folding menu from a Pullman Hotel Car, operating between New York and Chicago,
about 1876, on the Pennsylvania Railroad.
©Terence Mulligan.
There are clams, oysters (probably from New York harbor, an abundant oyster source until 1927) and meals
typical of a businessman's favorite city chop house. Note, the platters of vivid wild birds, fit for Babett's
Feast, has been Xed out by the chef, waiter, or commissary. Roasted game is also absent on this trip, though
buffalo steak, venison, elk, even tree animals were common offerings on American restaurant menus in the
19th Century.
©Terence Mulligan.
©R.Barber August 2012.
L.N.E.R. Class A3 4-6-2 No.2582 ‘SIR HUGO’ with the Queen of Scots Pullman at Eryholme on March 25th 1939.
Note in the photograph above the Pullman Parlour Brake behind the locomotive still retains the ivory/white
and umber livery. This livery was replaced by the umber and cream livery applied to the other cars in the
photograph in the early 1930’s.
Auction of Collectable Toy & Model Railway - Saturday September 8th 2012.
Cottees Auction House, The Market, East Street, Wareham, Dorset, BH20 4NR.
A number of Wooden Panels and columns
recovered from the Pullman Cars
`Coral` and `Milan` broken up in Corfe Castle
Sidings in 1968 following a decision by
British Rail that Holiday Coaches were
uneconomic.
As detailed on the
Cottees Auction House
Web Site in
mid-September the panels
realised a value of £380
‘HAZEL ’ COMES HOME.
©Simon Hartshorne/5BEL Trust.
On the afternoon of August 2nd 2012 HAZEL after 40 years returned to railway infrastructure at Barrow Hill.
In a surprise move, the 5BEL Trust announced on Wednesday September 5th that they had successfully
removed Brighton Belle Trailer Pullman First ‘Hazel’ (Car S279S) from the Black Bull Inn at Moulton in North
Yorkshire, ending 40 years as a highly praised static restaurant.
The story of car HAZEL’s move to North Yorkshire in August 1972 begins in the Spring of 1971; on hearing
that the famous Brighton Belle service was to end, George Pagendam travelled from Yorkshire to London,
making the return trip from London to Brighton in car HAZEL. On his return to Moulton, he wrote to British
Rail asking to be advised when car HAZEL was advertised for disposal on the train’s withdrawal in 1972.
George returned to Brighton in August 1972; following an inspection of the car, which retained all its table
lamps and fittings, a cheque was handed over to the value of £1,700. Car HAZEL was moved by rail from
Brighton to Darlington via the West Coast Mainline to Carlisle, then via the Tyne Valley Line to the East Coast
Main Line from Newcastle to Darlington.
On arrival at Darlington the car was delivered to Whesso rail connected works sidings; while at the Whesso
Works, HAZEL was externally restored to umber cream livery, with full lining and transfers, which cost a
further £1,000. On completion of the works, the car was moved by Sunter’s of Northallerton from Whesso
Works to the Black Bull Inn at Moulton.
The car remained unique and a veritable time capsule, with everything still in place as it was when she was
built by Metropolitan Cammell in 1932, apart from the saloon divider clock. (The saloon clocks were removed
from Pullman cars following spares no longer being available, the space being covered by a plaque with the
Pullman Coat of Arms and the cars identity).
Sitting on a short section of track at the rear of the Black Bull Inn, HAZEL became a highly praised restaurant,
with visitors from around the country, including a regular royal devotee during the grouse season! George
and Audrey Pagendam were described as “a pioneers of gastronomic excellence in the North-East as surely
as George Stephenson led the railway revolution.”
On the morning of August 2nd 2012 HAZEL after 40 years is lifted by two road cranes.
After two years of patient – and sometimes very difficult - negotiations, HAZEL was acquired by the 5BEL
Trust on Thursday August 2nd. After a complex operation to free her from her long term resting place,
utilising two extremely large mobile cranes, she was taken by road to Barrow Hill where she will wait her turn
on Ramparts’ Brighton Belle re-engineering line. The lift was particularly difficult as she was sitting on a
length of track which allowed less than a metre of free movement.
On the morning of August 2nd 2012 HAZEL is safely loaded onto the road trailer.
HAZEL has been reunited with two other cars from Unit 2051 (3051) - her sister Trailer First, DORIS, and
Motor Brake Car No.88. From a rail heritage standpoint, this is a hugely important step. But, despite the good
stewardship of both George & Audrey Pagendam, and the regular help of such Pullman specialists as Terry
Bye, HAZEL is now eighty years old and requires a total restoration in addition to the replacement of her
‘1950s replacement bogies.
Putting ‘HAZEL’ back on the mainline is expected to cost around £300,000, leaving the Brighton Belle project
in a very difficult financial position. Our assessment when we kicked off this project was that we were highly
unlikely to ever return the Belle to mainline use with the correct formation of two First Class and three Third
Class cars and we therefore committed to restoring four Thirds and one First.
HAZEL & CAR No.88 on the afternoon August 2nd 2012 at Barrow Hill.
When the owners finally decided to sell, we were left with a dilemma – we knew that history would not
judge us kindly if we didn’t step up to the plate, but at the same time, with the increased engineering
complexity and cost of the programme, we simply don’t have enough resources within our budget to
complete this wonderful car. The one month news blackout allowed us to launch an appeal in the Octoberdated issue of Railway Magazine; the 5BEL Trust hopes that people will be generous.
The upshot is that we can now return a correctly configured 5BEL train to the mainline - hopefully in 2014 –
using Pullman Schedule Numbered Cars 279 (HAZEL), 282 (DORIS), 285 (CAR No.85),
288 (CAR No.88) and 291 CAR No.91)….and, where appropriate, 287 (CAR No.87).
In the years to come, we will be able to look back on August 2 nd 2012 as representing one of the most
important milestones in the project.
Information Sources.
George Pagenham, T.Bye, Neil Marshall - 5BEL Trust & Simon Hartshorne.
HAZEL APPEAL.
PROGRESS ON CAR No.91.
CAR No.91 at Barrow Hill sits on the CIG motor bogies after comprehensive checks to confirm no conflict
between the bogie frames and the carriage under frame.
The re-profiled and significantly strengthened sole bar will be hidden when the lower panels are replaced.
To advise, an updated edition of the book will be published on Monday October 8 th 2012.
Available from Amazon on October 8th and "all good booksellers" shortly after.
PRESERVATION NEWS.
Swanage Railway - Mike Stollery - August 1st 2012.
Pullman Car 14 has been in service most of this year after some earlier brake problems and some persistent
leaks in the roof - hopefully both now cured.
It is proving very popular and the £1 supplements have brought in some welcome additional revenue,
exceeding £100 per day and in the period Easter to mid August the supplements has raised around £16k.
We are investigating the possibility of erecting a 'polytunnel' at Swanage for it when not in use over the
winter.
©Mike Stollery.
Swanage Station July 22nd 2012 CAR No.14 in service behind Battle of Britain 4-6-2 No.34070 ‘MANSTON’.
©Mike Stollery.
Corfe Castle station yard July 2012 Bulleid Composite No.5761 & Churchill Van (GBLV 2464).
©Mike Stollery.
Corfe Castle station yard July 2012 Churchill Van (GBLV 2464).
The Churchill Van (GBLV 2464) continues as a workshop and storage vehicle for the restoration of the
adjoining Bulleid Composite coach No.5761 located within Corfe Castle station yard
We hope Sir Winston would approve of the use of this vehicle in restoring an item of British railway heritage,
must be more appropriate than the storage of crisps and drink cans that was its role in California!
In due course, if and when, the Swanage Railway's plans for a depot at Furzebrook are realised, it is intended
to internally restore the van to house an exhibition dedicated to Churchill, his last journey and the visit he,
King George VI, Eisenhower and Montgomery made to Swanage in 1944 for the D Day rehearsals held in
Studland Bay.
©Mike Stollery.
Internally the Churchill Van is currently in use as the workshop for the Swanage Railway Carriage & Wagon
volunteers cutting veneers for the adjoining Bulleid Composite 5761 at Corfe Castle in July 2012.
Thursday August 23rd Pullman Kitchen First ‘ARIES’ was moved by road haulage from Portsmouth Arms to
Rampart Carriage & Wagon Services Ltd in Derby.
ARIES ON THE MOVE - Text and Photographs by Pat O’Connor.
Following the sale of ARIES to the Kent &East Sussex Railway, the Pullman finally left Portsmouth Arms at the
end of August.
For safekeeping, the interior of ARIES had already been stripped of fixtures and fittings by the K&ESR prior to
the move.
Removal of the vehicle involved building temporary track parallel to the existing track work on which ARIES
had been stabled, adjacent to FORMOSA.
The carriage was then jacked up and lowered on to 'trollies', moving sideways on beams before being
lowered on to the temporary rails.
ARIES was then winched aboard a low-loader via an intermediary ramp of track.
I understand that the K&ESR plan is for Rampart to refurbish the rolling chassis with ARIES then moved to
Tenterden for comprehensive renovation of the bodywork and final fitting out. An appeal for funding this
project has now been launched.
Richard Salmon.
The overhaul of car FINGALL is progressing well with the fitting of the aluminium panelling is advancing on
the kitchen-side of the car.
The new roof timbers have now all been fitted and on the other side of the car, the replacement of some
significant sections of structural timber-work, at the Kitchen end and down the side of the corridor, are now
complete.
©Dave Clark
As photographed on September 25th, car FINGALL with the completed structural repairs at the Kitchen end,
on the corridor side, the renewed timbers are those not yet painted grey.
La Compagnie Internationale des Wagons-Lits et des Grand Express Européens - News.
THE INTERNATIONAL RAILWAY
PRESERVATION SOCIETY
Established at the Nene Valley Railway,
Wansford, England in November 2007,
the principal purposes of the society are
to:
Support the restoration of rolling stock
of The Compagnie Internationale des
Wagons-Lits et des Grands Express
Europeens, owned by and based at the
Nene Valley Railway, currently
restaurant car 2975 and sleeping car
3916, both practically and financially.
Promote and develop a Museum
facility, to be called the 'Night Mail' to
display the carriages and associated
artefacts, in conjunction with the Nene
Valley Railway TPO group.
Collate both historical and current day
information on the company Wagons-Lits,
its carriages and artefacts, making the
information freely available on the web
site, in publications and in the future
museum facilities.
Promote the world wide preservation of
historically important railway rolling stock
and artefacts.
The society journal “les Grands Express
Européens” is published twice a year.
For membership details and information
relating to CIWL visit the IRPS web site
www.irps-wl.org.uk
INTERNATIONAL NAMED TRAINS IN THE NETHERLANDS 1950 TO 1965 – OTTO DIJKSTRA.
The Royal-Blue Restaurant Cars of Wagon-Lits in HO Scale.
In our country from 1945 till 1955 only restaurant, sleeping and Pullman cars of the
‘Compagnie Internationale des Wagons-Lits et des Grands Express Européens’ (Wagons-Lits/CIWL)
were to be seen in international trains.
This came because in the war the ‘Mitteleuropäische Schlaf-und Speisewagen Aktiengesellschaft’ (Mitropa)
had partially terminated the contract in which the services of the restaurant and sleeping cars in Europe
were divided between Wagons-Lits and Mitropa.
So Mitropa could not invoke to that contract any more after the end of the Second World War and that is the
reason why she could not claim any services in trains heading for Germany.
Not before the start of the summer time-table of 1955 the Bordeaux red of the ‘Deutsche Schlaf-und
Speisewagen Gesellschaft GmbH’ (DSG), founded in 1950 as the successor of Mitropa (west), was to be
observed again in the Netherlands.
After laborious negotiations between both parties the DSG was allowed with the start of the summer timetable of 1955 to ride along in two named trains, D10/9 ‘Rheingold’ and D164/163 ‘Loreley Express’, and to
operate her restaurant cars.
D10, ‘Rheingold’, pulled by ‘Beel’ 2603 at departure from Eindhoven. The (F)D-train consists of a bronze-green
heating waggon hired of the DB by the NS, two steel-blue AB’s of the ‘Schürzenwagen’ type (63 and 62), both
DB, a royal-blue VR of CIWL series 4201-4218, a steel-blue Pw (D) of the DB, a steel-blue combined first and
second class car (60), also a ‘Schürzenwagen’. The optional car 63 is not placed. Eindhoven, March 27 1955.
L.J.P. Albers
As early as 1894 Wagons-Lits had a sleeping car running in our country from Amsterdam to Bruxelles.
That was the start of a service which grew in the course of time and was performed with verve by her own
staff and material on national and international connections. Since 1945 that service of CIWL/ISG restricted
itself in the domestic service to manning her own and NS restaurant cars as well as the buffet or restaurant
compartments in the diesel and electric train sets of the ‘Nederlandse Spoorwegen’ (NS).
In the foreign service Wagons-Lits did perform the service as of old with her restaurant, sleeping and Pullman
cars but also in the new couchette cars of the NS (Plan N) and later on even in those of the ‘Deutsche
Bundesbahn’ (DB) (type Bcüm) or the ‘Société Nationale des Chemins de fer Français’ (SNCF).
In the mentioned period royal blue restaurant cars (VR) were to be observed in international named trains
like the D10/9 ‘Rheinpfeil (Express)/Rheingold (Express)’ from May 1952 till May 1955, D32/31 ‘Rhein-Main
Expres’ from May 1952 till May 1953, D164/163 ‘Rheingold Express/Loreley Express’ from May 1951 till May
1955, D171/172 ‘Nord-West Express’ from May 1952, D191/192 ‘Holland-Scandinavië Express’ from May
1950, D252/251 ‘Austria Express’ from June 1956 till May 1963 and, surprising, D268/267 ‘Loreley Express’
from June 1958 till September 1960 as well as D392/391 ‘Harz Express’ from June 1956 till September 1958.
Perhaps moreover we do remark that there were more Wagons-Lits restaurant cars to be observed in our
country, among others in trains heading for France, but those were no named trains and that is why they lie
beyond the scope of this series of articles.
Even if you travelled luxuriously first class in the fifties with the Scandex or Nord Express to the north or east,
the comfort in the restaurant car was scanty because of the straight chairs and benches. In the placed
restaurant cars of the series 4201-4218 or 4242-4249 you actually went for breakfast, lunch or dinner in
batches of 46 men or women. CIWL, collection W.A.C. Wendelaar
In the time table 1954-55, meant for the public, the heating waggon showed in the photograph does not
appear. Further the E-locomotive was only to find between Hook of Holland and Eindhoven. In Eindhoven this
locomotive was replaced by a 2600 with a DB heating car. The so-called ‘Beelen’ were not capable of heating
the passenger trains with steam or supplying with electricity. In Venlo the 2600 with ‘hot stove’ was
afterwards exchanged for a German steam locomotive of the series 03, 23 or 41.
L.S. Models.
When we do leave out of consideration the tin plate CIWL-models of Fleischmann (1:82) and Märklin (much
shortened in length) and the scarcely resembling plastic models of Jouef, Kleinbahn, Liliput, Lima and Pocher
from the fifties and sixties, we can conclude that in the course of time in scale 1:87 just scanty measure
acceptable models of Wagons-Lits cars were released. The models supplied by the mentioned brands were
mostly fantasy, much shortened and/or very coarse. What was left were brands like France Trains (later on
Tram or Jouef), Hornby (AcHO), JEP (Jouet Educatif Parisien), SMCF (Super Modèles de Chemins de Fer), PMP
(Pierre Marie Pillon), Rivarossi (1:82) and RMA (Réseau Miniature Amateur), scarcely to be had in the
Netherlands. For their time, the years 1950 up to 1970, they did produce nice models.
VR 2750, series 2749-2773. Belonging to this series of 25 cars, in 1934 VR 2765-2768 were on service in
various ‘Blokkendoos’ formations between Amsterdam and Dordrecht, in 1935 VR 2765-2766 did so in the
boat trains Amsterdam – Hook of Holland. We know VR 2750 and 2750 of the ‘Intercity-plus’ services from
Limburg to the ‘Randstad’ and vice versa in 1978-80. From 1979 till the summer service of 1981 they still rode
in D231/230 between the Hook of Holland and Hannover. Please take notice of the cargo door that is visible
off the fifth kitchen window from the left. Amsterdam Westelijk eiland, February 1979. J.A. Bonthuis
VR 2871, series 2867-2881, Rivarossi H0. Because VR 2869 and 2871 each had 56 seats, both do match so far
as the interior is concerned with series 2749-2773. In spite of the absence of the cargo doors in the side walls
the exterior of these models resembles pretty well the series 2749. And so they can join the Corail cars in the
Intercity-Plus. The other VR’s of this series had forty seats and were classified as very luxurious. VR 2868 and
2872 did serve in our country in 1947, VR 2869 in the fifties.
About 1980 the brand-new and colourful restaurant, sleeping and Pullman cars of Rivarossi (1:87) did
surprise everybody. Remarkably was that with the exception of Rivarossi all other brands came of a French
family. With these ‘Artisans Français’ all would not well be over, because they do not exist anymore. Finally
the models of Tram, which in their turn did come from France Trains, landed at Jouef. Afterwards Revell
came out with construction boxes based also on Jouefs models. After the merger of Electrotren, Jouef, Lima
and Rivarossi under the name of Hornby only the original Rivarossi models did remain. According to the
country where they were employed in reality, these models were released successively by the mentioned
brands. They were and are in some cases the best you could and can wish.
Recently however Heris and L.S. Models joined the group of producers concerning Wagons-Lits models.
The last mentioned is a Belgium company that in her early start did release some Jouef CIWL restaurant cars
in the Eurofima colour, C1, under the name Euroscale. The models produced nowadays by L.S. Models are of
a special class.
Not only the amount of planned variants shows the thorough research that has been and will be done for the
possibilities of one or another type. With today’s knowledge, based on archive research, divers publications,
photographs and internet, must be said that the Hornby-group models are out of date.
Unfortunately they are not faultless too. Details like the mobile bridges installed on the front side in the
expanded bellows, the incorrect axle boxes, the division of the windows of the ‘Flèche d’Or’ (Golden Arrow)
cars or missing details like the signal holders, are now things that, to use a contemporary expression, are no
longer done. A comparison between the models of L.S. Models and those of the Hornby group turns out to
the advantage of the first mentioned.
Concerning the proverbial dot on I, L.S. Models wins. In the meantime she has dethroned the Hornby group
from the CIWL model throne.
Moreover the agreement between the SNCF, the present-day owner of the logo, the text ‘Company
Internationale des Wagons-Lits’ and the term ‘Orient Express’, and Hornby expires by the end of December
2012. So models with the monogram and full text will no longer be released by Rivarossi, Electrotren or Jouef
anymore. Models of CIWL cars taken over by other companies expectantly will still remain available. But
these do need, as argued before, with the exception of some modern sleeping cars, a patching up. We can
look forward to a few things coming from L.S. Models.
Models of restaurant, sleeping and Pullman cars are about to be produced or delivered.
Heris has once announced a VR (restaurant car) of the 4200 type, but it did not appear at the editors to this
day.
It is to be hoped that L.S. Models does decide to produce models of these series.
VR 2975, series 2968-2982, Jouef H0. The faded blue colour does not administer justice to the CIWL and gives
the model a plastic look. The window-frames are put in but are situated a little bit too deep.
VR 2971, series 2968-2982. Belonging to this series of twenty-five cars, VR 2968 and 2975 sometimes stayed
in the Netherlands. VR 2971 is equipped with Minden-Deutz bogies and tube bellows. The latter facilitate the
coupling or uncoupling with other cars equipped with UIC-gangways. Slykes, Ostend, Belgium. Collection
W.A.C. Wendelaar
VR 4204, series 4201-4218. Obviously the VR just returned from revision and is destined for the Rheinpfeil
Express. Amsterdam Oostelijk eiland, April 1952. W.A.C. Wendelaar
VR 4217, series 4201-4218, France Trains H0 or Tram H0. As representative of the VR series 4200 this model is
in every respect contentedly. Only the window-frames are not put in. We can take our change out of that till
another producer releases a better model. Sometimes this model is to be find on eBay, but it is much sought
after and it goes without saying expensive.
VR 4008 (AP), original series VPC1 4001-4015, Rivarossi H0. Because the Pullman interior disappeared in the
1935’ rebuilding as restaurant car, the new tables and chairs appeared in front of the windows. Rivarossi did
imitate this very exactly and that unexpectedly brought in a lot of comment. At that time most hobby
magazines wrote that the interior was wrong, the editors did not know better…
VR 4015 (AP), original series VPC1 4001-4015. In the summer of 1955 this car, after leaving the Lorely Express,
joined the domestic service and/or the forfeitable traffic. Amsterdam Oostelijk eiland, July 1957. J.A. Bonthuis
Employment of the new 26,4 m DB cars at the NS.
After the disappearance of the CIWL/ISG restaurant cars in the Rheingold and Loreley Express, the ‘Schürzen’
cars gradually were replaced by DB’s new 26,4 m long F-cars. The number of first and second class seats
recorded in the VRM of 1955: twelve plus thirty (1955: 1 st and 2nd class) and in the VRM of 1956 recorded
first class seats: 42 (1956: only 1 st class) however was maintained. In case a new long car with sixty seats was
placed, eighteen seats often stayed unoccupied because these seats could not to be reserved in 1955 and
’56. Just with the beginning of the summer service of 1957 the number of first class seats for reservation was
raised to sixty. The other way about the reservation/selling of the seats 43-60 would have caused problems
because they were not extant in the ‘Schürzen’ cars.
Survey abbreviations of CIWL/ISG:
French: Company Internationale des Wagons-Lits et des Grands Express Européens = Wagons-Lits/ISG
German: Internationale Schlafwagengesellschaft = ISG
VP (WP) = Voiture Pullman = Pullman car = Pullmanrijtuig
VPC (WPC) = Voiture Pullman cuisine = Pullman car with kitchen = Pullmanrijtuig met keuken
AP
= Ancien Pullman = old Pullman car = oud Pullmanrijtuig
VR (WR) = Voiture Restaurant = Restaurant car = restauratierijtuig
1 = first class car/compartment
2 = second class car/compartment
VR and AP placed in Amsterdam or Hook of Holland from 1955 till 1981:
2750**, 2752**, 2968*, 2975*, 3694, 3782, 3786, 4008*, 4010*, 4014*, 4015*, 4024, 4036, 4046, 4047,
4054, 4057, 4068*, 4079*, 4080*, 4083, 4086, 4091*, 4099*, 4127, 4202-4204*, 4211-4213*, 4215*, 4242*,
4245-4248*, 4250, 4255, 4259, 4262 en 4264.
The CIWL restaurant cars of the VSM and ZLSM are not included.
* models (possibly only the number has to be adapted).
** models, approximations of the example.
Scandex.
When we enumerate, based on the available repartitions of Wagons-Lits, which restaurant cars did serve in
our country, it becomes clear which models are to be considered for service on national model railways. So
the archives of director-general Widhoff of the CIWL and those of W.A.C. Wendelaar do teach that for the
benefit of the service in D164/163, the ‘Rheingold Express’, by May 1951, two VR, 4008 and 4015, both AP’s
with each 41 seats (ex-VPC1 of the FdO type), were placed. A year later, in May 1952, the VR 4204, 4208 and
4211 were placed at the disposal of the new D10/9, the ‘Rheinpfeil Express’. A fourth VR of this series 42014218 was destined for the Scandex. In 1953 six VR of the series 4201-4218 and the comparable Rumanian
series 4242-4249 were on service from the Netherlands.
Herewith must be noted that VR 4249 of the National Railway Museum in Utrecht never was placed in
Amsterdam or Hook of Holland and, as far as we known, neither was in service in this country.
In substitution for the Plan E C/BKD, to be rebuild as RD, some VR of the AP type were placed in domestic
service.
The last AP, VR 4091 and 4127, disappeared in 1964. After the DSG had taken over the service in D10/9
‘Rheingold’ and D164/163 ‘Loreley Express’ from Wagons-Lits, the employed VR 4200 in these trains did
move to the D392/393 ‘Harz Express’ and D252/251 ‘Austria Express’. In the summer of 1957 VR 2968 was to
be found in the ‘Sun Express’, a holiday train. But it is not to exclude that this car, just like VR 2975, 3694 and
3786 (present since the summer of 1965), and VR 2750 and 2752 (arriving a year later), did perform other
services from the Netherlands.
Everybody who grew dizzy now of all these numbers should have a go at the articles of Kees Wijnnobel.
These are to be found in the issues of April and May 2008 of the ‘Op de Rails’ magazine of the NVBS. These
publications are for claim in libraries or for sale at the NVBS (www.nvbs.com).
VR 4068 (AP), original series VP1 4066-4080. Just like car 4015, this car was to be found in the domestic
service and the forfeitable traffic after her services in the Rheingold Express/Lorely Express. Amsterdam
Oostelijk eiland, april 1952.
W.A.C. Wendelaar
VR 4014 (AP), original series VPC1 4001-4015, RMA H0. This car can offer seats to forty ‘Preiser eaters’.
VR 4067 (AP), original series VP1 4066-4080, Rivarossi H0. The model is furnished with Portuguese and
Spanish inscriptions and the original car was equipped with bogies and wheels suited for the Iberian wide
gauge of 1668 mm. Converted to H0 this is 19,2 mm. However the model is suited for 16,5 mm track.
On the left a ‘Schürzen’ car of Märklin/Trix, on the right a VR 4008 of Rivarossi. Both models are equipped
with a short coupling kinematic and couplings of Fleischmann. It is visible that the buffers are on a level but
that the Rivarossi bellows as for length are smaller than the Märklin/Trix bellows.
A same kind of combination but now with an aged Liliput model. Because on Liliput models the kinematic is
missing and both models are equipped with shackle couplings, a big, not very elegant gap between the
models comes into existence. The bellows of the Liliput model are folded up and that is why the gap between
both cars is becoming much larger.
The composition of D10, ‘Rheingold’, is derived from the winter timetable 1954-’55. The imitated model train
does exist of a ‘Beel’, a steam heating waggon and six cars. The optional car (63) is also included in de
imitated train. Naturally it is possible to omit this optional car on mostly smaller model railway layouts. And
the same does count for the ‘hot stove’ if for instance a steam locomotive of the 3700 type replaces the 2600.
All model photographs: Len de Vries.
Translation: Jos Geilen.
Sources:
CIWL Album du matériel roulant, 1925.
CIWL Répertoires.
CIWL Guides.
CIWL archives dir. Widhoff (via Kees Wijnnobel).
CIWL archives and collection W.A.C. Wendelaar.
La Compagnie des Wagons-Lits, La Vie du Rail, 2009.
NS-timetables and VRM’s.
Op de Rails, 2008-4 en 5.
Various publications in Eisenbahn Magazin, Eisenbahn Kurier and Miba.
Various catalogues of model railway manufactures.
THE DANUBE EXPRESS.
The Danube Express is reported as the only international private train in Europe with en suite compartments,
lower beds and air conditioning and offers a truly unforgettable experience.
In 2008, the Danube Express, the Central European Hotel Train, made its first European train tour. Ever since,
the Danube Express has provided unforgettable train holidays to Europe - bursting with quality and style.
Danube Express train holidays to Europe encompass the continent's most enticing destinations. Travel
through wonderful natural scenery on your holidays by train, straight into the heart of vibrant, beautiful
cities like Budapest, Istanbul, Cracow or Prague. Enjoy a journey back to the age of elegance in the deluxe
comforts and stylish surroundings of some of the finest sleeping cars in Europe on train holidays aboard the
Danube Express.
The Journey - Holidays by train with the Danube Express
You can begin in either Budapest or Istanbul - whichever you prefer for your Journey across Eastern and/or
Central Europe. Train holidays on the Danube Express boast some of the most inspiring vistas, cities and
experiences on the continent.
Train holidays to Europe on the Danube Express feature vibrant, historic cities and World Heritage sites,
medieval fortresses and delightful towns off the beaten track. Let Danube Express train holidays whisk you
on a voyage of discovery through the stunning scenery of Transylvania and Bulgaria, from the very heart of
Budapest to the centre of Istanbul. Or, begin our new Central European journey in Budapest to experience
Europe's Imperial Cities and Palaces en route to Prague.
The Train
Train holidays offer independent train journeys plus a choice of add-on flight and hotel packages and holiday
extensions in Prague and Vienna. Traversing Europe, train holidays have never been as elegant and the
Danube Express allows you to enjoy the journey itself as much as the destinations.
Train holidays to Europe aboard the Danube Express offer a return to the classic glamour of rail travel, with
all the comforts of home available while you are voyaging across Europe.
Deluxe sleeping cars feature two comfortable lower beds which convert to armchairs during the day. There
are also large picture windows, a full length wardrobe, air-conditioning and an en suite shower/WC with
constant hot water. The style and service onboard are second to none.
Experience delicious regional cuisine in the Restaurant car, a fusion of excellent food and stunning vistas.
Relax in the warm and friendly atmosphere of the Lounge car and enjoy a drink with fellow travellers on your
holidays by train, or simply listen to a favourite tune from the pianist.
For further information visit the Danube Express website: www.danube-express.com
DANUBE EXPRESS – THE TRANSYLVANIAN - Roger Goodrum .
In late September 2012 Roger Goodrum visited Istanbul for a week.
During his stay Roger visited Serkeci Station on Saturday September 22nd where he found the stock of
THE TRANSYLVANIAN having just arrived Budapest, via Bulgaria and Rumania.
The train had departed Budapest on the morning of Thursday 20th. The train is made up of preserved
carriages in the CIWL paint livery. The train formation consists of Sleepers, Buffets and Day Carriages.
The following images were taken by Roger for inclusion within the newsletter.
©Roger Goodrum.
The Route of THE TRANSYLVANIAN.
©Danube express.
©Roger Goodrum.
©Roger Goodrum.
©Roger Goodrum.
©Roger Goodrum.
The interior of one of the Buffet Carriages.
At this moment in time we are unsure if any of the carriages within the train formation have any past link to
the CIWL. If any reader has any information on the carriages in use, we would be most appreciative for such
information, and will update readers within the next edition.
From The Fourgon.
I trust that you will have found the content within this edition of interest.
I am indebted to those readers who have taken time out to forward either an article or image or both for
inclusion, rest assured without these contributions this edition would not have been published.
I have the pleasure in advising of the following: As of July 1st this year I have taken on the role as Archivist for the 5BEL Trust, I am currently cataloguing an
image/photograph file for the 5BEL Trust of all the Brighton Belle images held within the PCS-A .
Following a recent visit to the National Railway Museum at York, I am pleased to advise that all editions of
Coupé News, Coupé News Special Editions and currently all Pullman & CIWL News have been supplied to the
NRM Search Engine. Inclusion into the Search Engine will now give access to even a wider field of readership
and also the newsletters will become an historical record on matters Pullman & CIWL for future generations.
As you may have noted, the cover of this edition covers the period October, November & December.
As of January future publication will on the first day of the following months January, March, May, July,
September & November.
The editorial date for the inclusion of news, article and images will be the 28 th of the month preceding
publication.
“Information is for sharing and not for gathering dust; it costs nothing to share knowledge”.
T.Bye - ©PCS-A - October, November & December 2012.

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